Elevator control system



Aug. 29, 1933. H. w. MATTINGLY Er AL 7 ELEVATOR CONTROL SYSTEM Filed Sept. 19, 1928 Fig.1.

[HINDU LZ F19- Tol'lotor 7'0 M0101 1 26 INVENTORS.

.H 1 Haro/O N Ma/f/ng/g 29 .9, anoh/f/l/am FEO/flS.

% l j W Patented Aug. 29, 1933 'NlTED STATES PATENT oFri'ci:

1,924,327 ELEVATOR CONTROL SYSTEM Application September 19, 1928 Serial No. 306,805

11 Claims.

Our invention relates to control systems for elevators and more particularly to collector control systems embodying means for lay-passing registered calls.

The object of our invention, generally stated, is the provision of a by-passing control system that shall be simple and efficient in operation and adapted for ready and economical installation and maintenance.

A more specific object of our invention is to provide for preventing a car, when filled to capacity, from receiving and answering any calls registered by passengers waiting at the floor landings.

Another object of our invention is to provide for moving a car, when filled to capacity, to its first unloading point while temporarily withholding from it calls registered by passengers at the floor landings.

Afurther object of our invention is to provide a collector control system in which a car, upon becoming filled to capacity, will answer the calls registered by the passen ers in the car before answering the calls registered by the passengers waiting at the floor landing.

is also an object of our invention to provide for preventing a car operating under a collector control system, from stoppin at a floor landing to take on more passengers when it isalready filled to capacity.

Other objects of our invention will, in part, be

' obvious, and will, in part, appear hereinafter.

. an illustration of one of the many forms our invention may take, reference may be had to the accompanying drawing in which:

Figure 1 is a diagrammatic representation of an elevator control system embodying our invention; and

2 is a view in section illustrating how the hand rails shown in Fig. l are mounted in the car. I

While our invention may be utilized in connection with various elevator control systems, it is illustrated in the drawing as embodied in an elevator control of the push button type wherein 190,789, filed May 12, 1927 by F. E. Lewis, and assigned to the Westinghouse Electric and Manufacturing Company.

As shown in the drawing, a plurality of push buttons 1D, 2D, 2U, 3D, 3U and 4U are disposed at the several floors served by the elevator for Q operation by persons desiring to use the car C.

A set of push buttons C1, C2, C3 and C4 are mounted in the car to be operated by the passengers when on the car for dispatching it to the door landings at which they desire to leave the elevator.

In order that the push buttons when operated may cause the car 0 to move in the proper direction to respond to the calls registered thereon, they are adapted to be connected through the normally open contact members I) of an up direction relay SU or a down direction relay SD to an up direction switch 1 or a down direction switch 2 for operating the hoisting motor (not shown) in the up and down directions respectively.

If it is desired to utilize our system with a car having more than one speed, a high-speed relay 4 may be provided for causing the hoisting motor (not shown) to increase in speed when said relay is energized by connecting anddisconnesting a resistor in the hoisting motor circuit or by any other suitablespeed-changing arrangement well known in the art.

An up trip relay 10 and a down trip relay 11 are provided for the purpose of causing the car to make a complete trip to the terminal in the direction in which it starts to answer a call.

A floor call stopping relay 12 is connected with the floor push buttons and a car call stopping relay 13 is connected to the car push buttons for stopping the car when it arrives at the floor landing for which calls have been registered by floor buttons or car buttons respectively.

The system is also provided with a landing switch LS carried by the car for causing the car to land accurately level with the floor when it is stopped at a landing. The landing switch is of the well-known type that is mounted on the car and is operated by a roller which engages a notch in landing earns L61, L02, L03 and L04 disposed, respectively, at each landing in the hatchway. A retiring coil'on the switch keeps its contact members closed and the roller away from the cams except when the car approaches floors at which stops are to be made.

Connected across theterminals of armature MA of the hoisting motor is a counter E. M. F. relay 14, provided with a dash pot for the purpose of causing the car, when it comes to a stop at a landing to pause a suflicient length of time to permit the passengers to open the elevator door. If it were not for this relay the car, upon coming to a stop, would immediately restart to answer other registered calls.

Included in the system is a floor selector F8 for connecting various circuits between the push buttons and the stopping relays '12 and 13 as well as the trip relays 10 and 11 inaccordance with the position of the car relative to the floors, which it serves. The floor selector FS is similar to those usually employed in the elevator control and signal art and may be located at any suitable point, for example, in the pent house or in the elevator shaft. Mounted upon the selector is a movable arm A that is operated by a screw S which is driven by some part of the operating mechanism of the car which the selector serves,

The floor selector is provided with a set of up contact segments and a set of down contact segments disposed to be engaged by cooperating brushes 15, 16, 17 and 18 mounted on and insulated from the movable arm A.

A pair of electromagne'ts l9 and 20 are mounted on the respective or" the movable arm A and controlled by the contact members c on the up direction relay SU and the down direction relay SD T01 the purpose of tilting the arm to the right or to the left so that its contact brushes will engage the up or the down contact segments in accordance with the up or the down movement of the car.

The contact segments under each of the brushes 15 and 18 comprise a series of short segments that are respectively connected to the floor push buttons and a contact strip that extends substantially the full length of the panel and is connected to the stopping relay 12. Similarly, the contact segments under each of the brushes l6 and 17 comprise a series of short segments that are respectively connected to the car push buttons and a contact strip that is connected to the stopping relay 13.

Mounted upon the upper part of the selector 'FS is a pair of normally closed contact members 21 for controlling the trip relay 10 and the up direction relay SU. A wedge-shaped member 22 of insulating material is disposed on the left hand end of the movable arm A in a position to enter between the'contact members 21 and separate them as the car comes to the end of its upward run and thereby deenergize the trip relay l0 and the"up direction relay SU. A similar pair of contact members 23 are mounted on the lower part of the selector panel in position to be separated by a wedge-shaped member 24 on the right hand end of the arm A whenthe car reaches the end of its downward run for deenergizing the trip relay 11 and the down direction relay SD.

In order to cause the car, when filled to capacity, to by-pass the registered calls on the floor buttons, the circuit from the floor buttons to the stopping relay 12 is connected through a pair of by the crowding of the passengers, close a plurality of contact members 29, 30 and 81 mounted thereon and thereby complete a circuit for energizing the overload relay 25.

The hand rails are biased away from the inside walls of the car by a plurality of springs 32, 33 and 34 and should be placed at such a height in the car-that the bodies-of the passengers will come into contact with them and move them inwardly when the car becomes so loaded that the passengers at the sides and the back of the car are crowded against its walls. While the springs 32, 33 and 34 may be of any desired strength, we prefer to employ springs that will not be affected by the pressure ordinarily exerted when passengers place their hands or arms upon the hand rails but which will be overcome the forcible crowding of passengers against the rails, when the car is filled to capacity. Under certain conditions it may be desirable to use more or less than the three pivoted hand rails specifically disclosed.

It should be noted that the contact members 29, and 31 associated, respectively, with each of the hand rails are placed in series with each other in the circuit for relay 25 so that the accidental closing of one or two of them by pas-' sengers leaning heavily against these hand rails will not cause the energization of the relay 25. The rails may obviously, be made in any desired number of sections.

The operation of the system is as follows:

Assuming that the car is standing at the first i'ioor landing, then by reason of the fact that the contact members 21 on the floor selector F3 are closed, the up direction relay SU will be energized so that the car is in condition to respond to any calls registered on the push bute tons. This circuit extends from supply conductor Ll through conductor 40, the contactmembore a of down direction relay SD, conduc- The closing of the contact members b of th relay SU provides a path through which the up direction switch 1 will be energized when.

the push buttons are pressed.

The closing of the contact members 0 on the relay STJ completes a circuit for energizing the electromagnet 20 on the right hand side of the movable arm A on the floor selector Fsthereby causing the arm to be tilted to the left so that its brushes 15 and 16 will engagethe up contact segments while the car makes an up trip.

This circuit extends from supply conductor Ll through conductors 40, 35 and 36, the contact members 0 of up direction relay 8U, conductor 3'7, the coil of electromagnet 20 and conductor 44 to supply conductor L2.

Assuming now that a waiting passenger at the second floor, desiring to travel to the fourth floor, presses the iioor push button 2U to call the car to the second floor. This operation will cause circuits to be set to automatically move the car to the second floor and stop it at that landing of the contact members I) on the button 2U completes' a circuit for the holding coil 45 that extends from line conductor L1 through conductor 46, the contact members I) of button 2U and the coil to supply conductor L2. Hence, the button, once operated, is maintained in operative condition until a kick out or cancellation coil 47 connected by conductor 48 to a contact segment 49 on the floor selector and wound in opposition to the holding coil 45 is energized as hereinafter described.

The closing of the contact members a on the floor button 2U completes a circuit for moving the car to the second floor that extends from supply conductor L1 through conductor 50, door contact members 51, gate contact members 52, conductor 53, the coil of brake 54, conductors and 56, the coil of up direction switch 1, conductor 57, the contact members 6 of up direction relay SU, conductors 58, 59 and 60, the contact members a of button 2U, conductors 61, 62 and 63, the contact members a of counter E. M. F. relay 14 and conductor 64 to supply conductor L2.

The closing of the contact members I) on the up direction switch 1 completes a circuit for energizing the high-speed relay 4 to speed up the hoisting motor and for energizing the retiring magnet of landing switch LS to close its contact members and withdraw its cam-engaging roller 55 from possible engagement with cams L01, L02, etc. This circuit extends from line conductor L1 through conductors 40 and 66 to a junction point 67, thence, in parallel, through the coils of high-speed relay 4 and landing switch LS to a junction point 68.and thence through conductor 69, the contact members I) of counter E. M. F. relay 14 and conductors 70, '76 and 77, the contact members I) of up direction switch 1 and conductor 78 to supply conductor L2.

When the high-speed relay 4 is energized, it closes its contact members a and transfers the energizing circuit for itself and also the landing switch LS from the contact members I) of counter E. M. F. relay 14 (which opens after the hoisting motor reaches a predetermined speed) to a circuit which extends in series relation through the contact members a on each of the stopping relays 12 and 13. This holding circuit now extends from supply conductor L1 through conductors 40 and 66 to a junction point 67, then, in parallel, through the coils of the high-speed relay 4 and the landing switch LS to the junction point 68 and from thence through conductors 69 and 74, the contact members a of high speed relay 4, conductor 75, the contact members a of stop relay 12, the contact members a of stop relay l3, conductors '76 and '77, contact members b of up direction switch 1 and conductor 78 to supply conductor L2.

When the landing switch LS is energized, the closing of its contact members completes a holding circuit for the up direction switch 1 that extends from supply conductor L1 through conductor 50, the door and gate contact members 51 and 52, conductor 53, the coil of brake 54, conductors 55 and 56, coil of up direction switch 1, contact members a, conductors 80 and 81, the contact members of landing switch LS and conductor 82 to supply conductor L2.

The closing of the contact members 0 on the up direction switch 1 energizes the up trip relay 10 for causing the car, after each up stop at an intermediate floor, to continue upward until it reaches its upper terminal floor. This circuit extends from supply conductor L1,

through conductors 83 and 84, the contact members c of up direction switch 1, conductor 85, the coil of relay 10, conductor 86, contact members'21 and conductor 8'? to supply conductor L2.

The up trip relay 10 upon being energized closes its contact members a and sets up a selfholding circuit for itself that extends from supply conductor L1 through conductor 88, the contact members a of relay 10, the coil of'relay l0, conductor 86, contact members 21 and conductor 87 to supply conductor L2. The relay 10 will, therefore, remain energized until the contact members 21 are separated by thewedge-shaped member 22 as the car reaches the end of its up trip.

The closing of the contact members a of the trip relay 10 also supplies current to the contact segment 89 through conductors and 90 for stopping the car when it arrives at its uppermost terminal as will-be hereinafter described.

The closing of the contact members I) on the trip relay 10 partially completes a circuit for re-energizing'the up direction switch 1 after each stop at an intermediate floor for the purpose of causing the car to complete the trip to the upper terminal once it starts upward. .It may be noted that these contact members are connected in parallel with the contact members a of the push button 4U and perform approximately the same functions.

' The closing of the contact members d on the up direction switch 1 completes a circuit for the hoisting motor and starts the car upward.

After the car starts up from the first floor the counter E. M. F. relay 14 across the motor armature MA becomes energized when the motor reaches a predetermined speed and opens its contact members a and b. Inasmuch as the up direction switch has established a self-holding circuit for itself, the opening of the contact memhere a on the counter E. M. F. relay 14 will not affect the operation of the car in any way. Similarly, inasmuch as the holding circuit for the high-speed relay 4 and the landing switch LS 7 second floor landing, the contactbrush 15 on l the movable arm A bridges thecontact segment 49 and the contact strip 91, thereby completing a circuit for energizing the kick-out coil 47 for resettingthe floor push button 2U and for energizing the stopping relay 12 to stop the car.

This circuit extends from supply conductor L1, J

through conductor 45', the contact members I) of push bottom 2U, conductor 92, resetting coil 47, conductor 48, contact segment 49, contact brush 15, contact strip 91, conductors 93 and 94, the contact members of relay 25, conductor 95, the coil of stop relay '12 and conductor 96 to supply,

line L2.

The stopping relay 12, when energized, opens its ing coil for landing switch LS, the roller 65 on landing switch LS is in engagement with one of the faces of landing cam LC2 and will prevent opening of the contact members of the landing switch. The car will, therefore, continue torapproach the second floor at slow speed.

As the car arrives level with the second floor, roller will drop into the notch in landing cam LC2, thus opening the contact members of landing switch L8 to thereby deenergize the updirection switch and, consequently, causing the car to come to rest at a level with the second floor.

It will be observed that the energizing circuit for the coil of stopping relay 12 lead in series relation through the cancellation coil 47 of button 2U. The resistance characteristics of the coil of relay l2 and the button cancellation coil 47 should be so selected that when these coils-are energized in series relation, the current which will flow in the circuit will be suiiicient to operate the relay 12, but insufficient to cause cancellation coil 47 to overcome the effect of holding coil 45. Therefore, in order to cancel the registered call as by restoring the operated button to its normal position, it is necessary to provide a circuit for the cancellation coil which is independent of the stop ping relay coil and, for this reason, we have provided an additional set of contact members b, connected for operation by floor call stopping relay 12 through a lost motion connection represented by spring 100. Hence, energization of relay 12 closes a circuit for supplying full voltage to cancellation coil 47, by shuntingthe coil of the relay 12, which shunt circuit extends irom the junction point 97 on conductor 95 through conductor 98, the contact members b of relay 12 and conductor 99 to supply conductor L2.

It will be observed that the cancellation or" the registered call should not occur until after highspeed relay 4 has been deenergized. Hence, it is desirable to "delay the cancellation of the call for a sufiicient length of time to insure the deenergization of this relay. For this reason, we have provided a dashpot 101 to retard the closing action. of contact members b of relay 12, for a short time after the opening of the contact members a of this relay. Hence, it is apparent that the cancellation of the registered call occurs as soon as the car responds to the call as by initiating deceleration ,to' make the stop at the corresponding floor.

Inasmuch as the circuit prepared by the closing or" the contact members I) on the up trip relay 1G for causing the elevator to move to the top floor still exists, the elevator would immediately restart in an up direction after stopping at the second floor if it were not for the fact that the counter E. M. F. relay 14 is provided with afdash pot that prevents its contact members from closing and completing the circuit .for a predetermined length of time after the hoisting motor stops. The allotted time should be only sufiicient to permit the waiting passenger at the second floor to open the elevator door and gate. After the elevator. door and gate contact members 51 and 52 are opened, the car cannot start again until they are closed.

Assuming now that the second floor passenger has opened the door and'gate, entered the car the contact members I) on the counter E. M. F.

relay 14 are closed,.thereby completing a circuit for reenergizing the up direction switch 1 that extends from supply conductor Ll through conductor 50, door and gate contact members 51 and 52, conductor 53, the coil of brake 54, conduc- 1 tors 55 and 56, the coil of up direction switch 1, conductor 57', the contact members 5 of up direction relay SU, conductors 58, 59 and 162, the contact members I) of relay 10, conductors 103,

52 and 63, the contact members a of counter E. M. F.-relay l4 and conductor 64 to supply conductor L2. Inasmuch as the up direction switch is now energized, it closes its contact members a, b, c and d and completes the circuits as hereinbefore described in moving the car from the first floor to the second floor thereby causing the car to travel upward as previously described.

As the car arrives at the fourth floor, it will be stopped by the contact brush l6 bridging the contact segment 89 and the contact strip 104 r;

brush 16, contact segment 10 i, conductors 106.

and 107, the coil of stop relay 13 and conductor 96 to supply conductor L2.

' As the car comes to rest at the fourth floor landing, the wedgeshaped member 22 on the movable arm A enters between and opens the contact members 21 thereby deenergizing the trip relay is and also the up direction relay SU.

Inasmuch as the contact members 23 associated with the down trip relay l1 and the down direction relay SD closed, the closing of the contact members a on the relay SU when it is deenergizedwill complete a circuit for energizing the down direction relay SD to place the car in condition to answer any calls registered on the push buttons. lhis circuit extends from line conductor Ll through conductors 10 and .109, contactmernbers a of up direction relay SU, conductorv 110, the coil of down direction relay SD, conductor 111, the contact members 23 and conductor 112 to supply conductor L2.

The opening of the contact members a of the relay SD prevents the energization of the up direction relay-3U While the relay SD is energized.

The closing of the contact members b on the relay SD provides a path through which the down direction switch 2 will be energized when the push buttons are pressed.

The closing of the contact members c on relay SD completes a circuit for energizing the electromagnet 19 on the left hand side of the movable arm A of the floor selector thereby causing the arm to be tilted to the right so that its brushes 1'7 and 13 will engage the down contact segments when the car descends. This cirthe cuit extends from supply conductor Ll through conductors 40, 35 and'79, the contact members 0 of down direction relay SD, conductor 145, the coil of electromagnet l9 and conductor 44 to supply conductor L2. Thus the car is prepared for a down trip.

Assuming now that the second floor passenger opens the car gate and the door and gets off at the fourth floor and that such a large number of passengers enter the car as to fill it to capacity. Assuming further that, after. the door and gate are closed, one of the passengers presses the car push button C2 to cause the car to move to and stop at the second floor, the pressing of the button C2 closes its contact members 21 and completes a holding circuit for itself that extends from supply conductor Ll, through conductors 113 and 114, the contact members 22 of button C2, the coil 115 of button C2 and conductor, 116 to supply conductor L2. V

The closing of the contact members a on the push button 02 completes a circuit for energizing the down direction switch 2 fOld'llOVlZlg' the car from the fourth iioor to the second floor extending from supply conductor Ll, through conductor 50, door and gate contact members 51 and 52, conductor 53, the coil of brake 54, con ductors 55 and 117, the coil of down direction switch 2, conductor 118, the contact members I) I pletes a circuit for energizing the landing switch 7 LS and the high-speed relay i that extends from supply conductor L1 through conductors 49 and 66 to a junction point 67, thence in parallel through the coil of the landing switch LS and the coilof the high-speed relay 1 to a junction point 63 and thence by way of conductor 69, the contact membersbof counter E. M. F, relay 14, conductors 70, 76 and 124, the contact members I) of down direction switch 2 and conductors 125 and 82 to supply conductor L2.

As soon as the contact members on the landing switch LS are closed, a self-holding circuit for the down direction switch 2 is established from supply conductor L1 through conductor 50, the door and gate contact members 51 and 52, conductor 53, the coil of brake '54, conductors 55 and 117, the coil and the contact'members a of down direction switch 2, conductors 126 and 81, the contact members of landing switch 'LS and conductor 82 to supply line L2.

extends from supply conductor L1 through conductors 83 and 127, the contact members ,0 of down direction switch 2, conductor 128, the coil of down trip relay l1, conductor 129, the contact members 23 andconductor 112 to supply conductor L2 The closing of the contact members d on the .down direction switch 2 completes a circuit for the hoisting motor and the car starts down.

As the hoisting motor speeds up, the counter E. M. F. relay 1% becomes energized and the,circuit for energizing the landing switch LS and the high-speed relay 4 is transferred from the contact members I) or" the relay 14 to the contactmembers a of stop relay 12 and stop relay 13. The circuit for energizing the landing switch LS and the high-speed relay 1 now extends from supply conductor L1 through conductors .49 and 66 to a members a of stop relay 12, the contact members a of stop relay l3, conductors 76 and 124, the contact members I; of down direction switch 2 and conductors 125 and 82 to supplyconductor L2.

of high-speed relay 4, conductor 75, the contact-3 Assuming now that, while the car is filled-to 52.85

capacity and starting down to the second floor,

a waiting passenger at thethird floor landing presses the button 3D to bring the car to the third .fioor in order that he may go down to the first floor, then the actuation of the button 3D closes T its contact members b and completes a self-holding circuit for itself that extends from supply conductor L1 through conductor 130, contact members I) of button 3D and the coil 131 of button 3D to supply conductor L2.

The closing of the contact members a on the button 3D connects the conductors 59 and 62 to provide a circuit for moving the car, but inasmuch as the car is now on its way down to the second floor, this circuit will have no additional effect upon it at present. r

The closing of the contacts I) on the button 3D not only completes a holding circuit for the button, as described, but it supplies current through conductor 132 to the contact segment 133 on the down side of the floor selector for the purpose of stopping the car when it reaches the third floor while traveling downwardly. As the car comes down to the third floor, the brush 18 on the floor,

selector bridges the contact segment 133 and the contact strip 134 and would; if the car were in condition to receive passengers, complete a cirbrush 18, contact strip 134, conductor 94, the contact members of relay 25, conductor 95, the coil of stop relay 12 and conductor 86 to supply conductor L2. ,7 7

However, inasmuch as the car'is so filled with passengers thatthey have been crowded against the hand rails 26, 27 and 28 on the inside of the car until the hand rails have been moved to close their contact members 29, 30 and 31, relay 25 is energized, its contact members are open and the circuit for stopping relay '12 is opened, thereby preventing energization of this relay as the car arrives at the third floor and the brush 18 bridges the contact segment 133 and the contact strip 134. For this" reason, the car in moving from the fourth floor to the second floor with a full load of passengers will by-pass the third floor call but: will not cancel the call. 1

The circuit setup by the closing of the contact members 29, 30 and 31 for energizing relay 25 extends from supply conductor L1 through conductor 38 contact members 29, conductor 137, contact members 30, conductor 138, contact members 31, conductor 139, the coil of relay 25'and conductor 96 to supply conductor- L2. a

Since stopping relay 12 is not energized, no circuit is completed for cancelling the third floor call, and, therefore, the car will pass the third floor without stopping, but will leave the call registered to be served by the next trip of "the car.

As the car approaches the second floor on its down trip, the brush 17 onthe movable arm A of relay 13. answered, will be automatically cancelled.

bridgesthe contact segment 140 and-the contact 7 and conductor 96 to supply conductor L2.

The energization of the stop relay 13 causes 7 its contact members a to open the circuit to the coils of the landing switch LS and the high speed relay 4 and therefore as soon as the roller 65 on the landing switch permits its contact members to open, the down direction switch 2 'will be deenergized and the car will stop.

As was described with reference to the operation of stopping relay 12, the circuit for energizing stopping relay 13 also exists in series relation with the cancellation coil 143 of the second floor car button C2. The current flowing in this circuit is, therefore, not sufilcient to cause cancellation of the coil until contact members b of stopping relay 13 are closed at a predetermined time after the opening of contact members-c of this relay and when so closed, contact members I) of relay 13 will complete a'circuit for the cancellation coil 143 shunted around the coil In this manner, car calls, when When the car comes to a stop at the second floor, the passengers open the elevator door and the car gate to get off the car, thereby opening the door and gate contact members 49 and and preventing the car from moving until the door and gate are again closed.

As the passengers leave the car at the second floor and the pressure is removed from the hand rails 26, 27 and 28, the biasing springs 32,

33 and 34 move the hand rails'outwardly and 1 open the contact members .29, 30 and 31 thereby "deenergizing'the overload relay 25 toclose its contactmembers and restore the circuit for the stop relay 12.

When the door and gate are closed, if no other call thanthat on the button 31') at the third floor exists, the car will complete its trip to the first floor, will next run to the top fioor and then down to answer the down call still existing at the filled to capacity will by-pass such outside calls as may be in existence, but which will not destroy such outside calls and will answer them as soon as conditions permit, thus avoiding the stopping of the car at any floor to take on additional passengers when it is alreadyloaded to such an ex- ..tent that additional passengers cannot get on it if it does stop.

In the appended claims the movable hand rails and associated structure, which are operated when the elevator car is filled to capacity, are defined as mechanism responsive to a predetermined load displacement in the elevator car. We realize, however, that mechanism other than that specifically disclosed may be arranged for operation in response to the displacement of the load in an elevator car without departing from the spirit and scope of the present'invention.

We claim as our invention:

. 1. Inan elevator control system, a car operable in a hatchway past a plurality of fioors,

pro-

passenger-operated means disposed at each floor for registering calls for stopping the car at the corresponding floor, and means responsive to the load displacement on the car for causing the car to by-pass the calls registered on the passengeroperated means at thefioors.

2. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for causing said car to move tog the corresponding fioor, and means responsive to the load displacement on the car for causing the car to by-pass the calls registered on the passenger-operated means at the floors.

3. In an elevator control system, a car oper- :99

able in a hatchway past a plurality of ficors, passengenoperated means disposed at each floor for registering calls for causing said car to move to the corresponding floor, passenger-operated means disposed on the car for dispatching thei car to the floors, means responsive to the displacement of the load on the car for causing the car to by-pass the calls registered on the passenger-operated means at the floors in responding to the dispatching means and for causing too said car, when the displacement of the load thereon decreases, to respond to the registered calls that were by-passed.

4. In anelevator control system, a car operable in a hatchway past a plurality of floors, pas- Sanger-operated means disposed at each floor for registering calls for causing said car to move to and to stop at the corresponding floor, means responsive. to the passenger-operated means at the floors for stopping the car atthe'floors at which calls have been registered, means disposed on the car for dispatching the car to the floors, means responsive to the dispatching means for stopping the car at the floors to which it has been dispatched, and means for rendering the stopping means associated with the passengeroperated means at the floors ineffective while the displacement of the load on the car exceeds a predetermined limit. v 5. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for causing said car to stop at the corresponding floor, movable means.

mounted on the car in position to be actuated-Q when the passengers are crowded forcibly against it, and means responsive to actuation of said movable means for causing said car to by-pass callsregistered on the passenger-operated means disposed at the floors.

v 6. Inan'elevator control system, a, car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for causing said car to stop at the corresponding floor, a plurality of movable members mounted on the car in position to be actuated when the passengers are crowded forcibly against them, and means responsive to the simultaneous actuation of all of said movmember mounted on the car in position to be actuated by the displacement of the load on the car when such displacement exceeds a prede calls registered on the passenger-operated means termined limit, means for biasing the movable member against such actuation, and means responsive to actuation of the movable member for causing the car to by-pass calls registered on the passenger'operated means disposed at the floors.

8. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for causing said car to move to and stop at the corresponding floor, a plurality of movable members mounted on the car to be actuated by the displacement of the load on the car when such displacement exceeds a predetermined limit, means for biasing the movable members against such actuation, and means responsive to simultaneous actuation of the movable members for causing the car to by-pass calisregistered on the passenger-operated means disposed at the floors.

9. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for stopping the car at the corresponding floor, means disposed on the car for registering calls for stops to be made at the floors and means responsive to the load displacement for causing the car to by-pass only the at the floors in responding to registered calls.

10. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger-operated means disposed at each floor for registering calls for stopping the car at the corresponding floor, means disposed on the car for registering calls for stops to be made at the floors, means responsive to action of the car in answering registered calls for cancelling said calls and means responsive to the load displacement for causing the car to by-pass only the calls registered on the passenger-operated means at the floors in responding to registered calls and means for rendering said cancelling means inefcctive to cancel bypass calls.

11. In an elevator control system, a car operable in a hatchway past a plurality of floors, passenger operated means disposed at each floor for registering calls for stopping the car at the corresponding floor, movable hand rails on said car and means responsive to the movement of the hand rails for lay-passing the calls registered.

HAROLD W. MATTINGLY. WILLIAM F. EAMES. 

